Gas-engine controller.



W. L. GILE. GAS ENGINE CONTROLLER. APPLICATION I'ILED APR.15, 1907. RENEWED DEO.17, 1909, 1,001,015, Pgtented Aug. 22, 1911.

3 SHEETS-SHEET 1.

W. L. GIL'E. GAS ENGINE CONTROLLER. APPLICATION FILED APR. 15, 1907. RENEWED DEC. 17, 1909.

1,,OOLQ15 Patentd Aug. 22,1911.

3 SHEBTS-SHEET 2.

EII I D II-Eli,

W. L. GILE.

GAS ENGINE CONTROLLER. APVPLIOATION FILED APE.15, 1907. RENEWED DEO.17, 1909.

3 SHEBTSSHEET 8.

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WILLIAM L. GILE QF GEZEENVLEIE, IJIIt'JHIGAN.

insane-inn oonrnosrinal.

Specification of Letters latenh lt atenteel Plug. 22.

Application filed April 15, 1907 Serial No. 368,177. Renewed December 17, 1908. Serial No. 533,893.

To all whom harlot concern:

Be it known that I, lVJLLIAM L. Gun, a citizen of the United States of America, and resident of Greenville, Michigam'have invented a certain new and usetul'lmprovement in Gas-Engine Controllers,v of which the following is a specification.

My'invention relates to'improvemcnts in A control mechanism for gas engines, and has for its object the production of a device in which the entire control of the engine is centered in one lever.

' A further object is the production of a de vice in which the positive control of each cylinder is regulated by different parts thereof.

A further object is the production of a device by means of which the length of time of the sparks may be varied while the engine is in motion.

A further object is the production of a durable device which can he cheaply constructed, and one that is not liable to out 4 of orderr I These and such other objects as may hereinafter appear are attained by my device, embodiments of which are illustrated in the accompanying drawings, in which-- Figure 1 represents a side elevation oi my device. Fig. 2 represents a side elevation opposite to that of Fig. 1. Fig. is a sectional view on line 3-3 in Fig. .2, looking in the direction indicated by arrows. Fig. 4 is a perspectiveview of one of the hell crank evers.

Like numerals of reference indicate like parts in the several figures of the drawin s.

The device as shown is applied to a twocylinder, two'cycle engine.

Referring by numerals to the accompany ing drawings, 6 IOIH'QSElli'S a cmmtcrshatt to which is keyed a sprocket wheel driven from the main shaft at the same speed as the latter. A fixed segment 8 secured adjacent, to a lever 9, which lever carries two hell-crank lovers 1!) and ll, and is mounted 19 and 20 of the opposite arms of the lever in the desired position. Keyed to the counter-shaft (l are two disks 21 and 22, each disk having a portion of its periphery fiattened. One disk controls the ignition of each cylinder. and as the c 'anks ot' the engine are set 180 degrees apart, the flattened portion of the disks (litter in that degree. A. rod 2? controlled by the operator is mounted on the lever 53. and carries a switch 528 of any desired form, for breaking the primary of the ignition circuit indepeinlently ot' the contact points of the bell crank levers. A. latch .29 is also mounted on the lever, engages the segment 8 and controls the position of the levers. The latch '29 has a handle 30. and the lever 9 is also provided with a handle 31. The rod 27 ot' the switch ter minutes in a button 32. The positions of the handle 31 and the button 3'2 are such that they are all under the direct control ot the operator. making it easy for him to operate the entire mechanism with one hand, and practically at will. The entire mechanism mounted on a forked frame 1'33. while a housing I'll surrounds thev disks: :Rl i 32, and secured to the lever I} has or shell 33 is secured to said housing, iorniing a seat for the bases of the springs ltl.

In the operation of the gas enginc due to unusually high compression in the crankcase, and to the fact that the cranks are set. 180 de rees apart. the pistons come to rest at. lllltl-Sllfllit, with a partially com nesscd charge in *ach cylinder. The d awings represent the disks ninety degrees from the position which the would occupy with the piston at mid-stroke and the engine at rest. I

in other words, when the engine is stopped, the flattened portions of the dr dirccthr above and below the .XlS of the counter-'1 in star-tho engine in o" cylind to uprigl s will he electrical contact and explodes the charge up stroke. The lever 9 beingnow practically vertical, the bell crank levers are in proper position to automatically make contacts and tire the charges at the proper time.

If it is desired to start the engine in a reversed direction, the lever is thrown into the opposite horizontal position, exploding the charge in the second cylinder iii'St. The action or" the bell cranks will then be the same as described above. The rod 27, mounted on the lever, carrying the primary circuit switch, facilitates the stopping of the engine, so that the operator may throw in the reversing mechanism, thus giving an op posite impulse before the engine has c01npletely come to rest. The contact points 14 and 15 are also made adjustable through the medium of screws 36 and nuts 37, seated on the top of the housing 34:, so that by proper adjustment of such points with relation to the spring 16, the length of time of contact, and hence the length of time of sparks, may he aried, even when the engine is in motion. As explained above, the engine equalizes in stopping, so that both cylinders are partially charged when at rest. and ready to start.

It willthus be noted that by the assembling of the ditierent parts as shown above, the control of the cnginestarting, stoppii'ig and reversing is centered in one lever,

It will further be ol'iserved that by mounting the switch handle or rod 27 on the control lever in the manner shown the operator may conveniently break the primary circuit and stop the engine at any point in thcthrow of the lever. it will be observed also that by mounting; the bell cranks on the same pivot and locating said pivot in such position that the contact carrying arms shall lie parallel to each other and shall extend over he top of the cams, a very compact and accurately working device is obtained, ample -Iil()\' .1]]6nt; being provided for the tappct heads l9 and 2t and the contacts 152 and 1.3.

It will be observed that with this device the usual circuit ZU'I'ELHQQDHBDE may be employed, the plate of the switch being; connected to the negative pole of the battery two stationary contacts 15 and i i beveciively coi'inectcd to the v brators ilers, as indicated in li 9 I claim:

1. In an internal combustion engine the combination of a rotatable shaft, a flattened or cam-shaped disk on said shaft, a controlling lever pivotally mounted on said shaft and carrying a downwardly-pointing,

contact, a bell crank lever pivoted on said lever on an axis parallel with the axis of said shat't, said lever having a depending arm adapted to impinge against the periphery of the cam-shaped disk and a hori' zontal arm extending over above the camshaped disk and adapted to make contact with the aforesaid contact, a spring for normally bringing these contacting parts together, means for positively locking the lover at any point in its throw, a switch on the lever adapted to make and break the ignition circuit and means on the lever for operating this switch from a point adjacent to the handle of'said lever at any point in the throw of the lever.

2. In an internal combustion engine cont1'()ll0l',tll(?- combination, of a support and a rotatable shait't journaled therein, a. stationary toothed segment on the support, a lever pivoted on the shaft adjacent to said ment, a locking bolt on said lever adapted to engage said segment and lock the lever at various points in its throw,saidboltbeing operable from a point adjacent to the handle of the lover, a switch on the lever and, means on the lever for operating this switch from the point adjacent to the handle of the lover and at any point in the throw of the lever, a flattened or camshaped disk on said shaft,

a hell -crank lever pivotally mounted on said 

